KR20230133637A - Brake apparatus for vehicle - Google Patents

Abstract

The present invention relates to a vehicle brake device and comprises: a drive unit that generates rotational force in the forward and reverse directions; a piston unit that moves forward and backward in conjunction with the rotational force generated from the drive unit and applies braking force by pressing a brake pad as the rotational force is generated in the forward direction from the drive unit; a transmission gear unit that transmits the rotational force generated from the drive unit to the piston unit; a parking gear unit that rotates together with the transmission gear unit; a restraining unit that is arranged to face the parking gear unit and is engaged with the parking gear unit during parking braking to limit the rotation of the parking gear unit; and a restraining release unit that separates the parking gear unit and the restraining unit as the rotational force is generated in the reverse direction from the drive unit in a state in which the parking gear unit and the restraining unit are engaged. Accordingly, parking braking can be maintained stably.

Description

Brake device for vehicle {BRAKE APPARATUS FOR VEHICLE}

The present invention relates to a vehicle brake device, and more specifically, to a vehicle brake device that generates braking force by converting the driver's pedal operating force into an electrical signal.

In general, a vehicle brake device is a device that pushes a piston using driving force to bring a pad and a disc into close contact, and uses friction between the pad and the disc to brake the vehicle.

Among these, EMB (Electro Mechanical Brake) is a device that generates braking force by attaching a motor-driven actuator directly to the caliper without using hydraulic pressure and pressurizing the piston through mechanisms such as gears and screws. This EMB is capable of active braking and independent braking for each wheel, so it is possible to implement not only general main braking but also additional functions such as ABS, ESC, TCS, and AEB. It has the advantage of realizing higher performance because there is no hydraulic transmission delay.

Conventional EMB secures fast response of the piston and high efficiency through a ball screw. However, due to the structural characteristics of these ball screws, self-locking, which can limit their own rotation, is not possible, so when the power supply to the motor is interrupted, there is a problem in that the braking force is arbitrarily released by the repulsive force of the pad and piston.

To solve this problem, an EPB structure is additionally provided to hold the braking state with a parking brake device after providing braking force by the main braking device. However, in the case of the solenoid-applied type among these EPBs, there is a risk of malfunction when parking braking power is lost due to discharge of the battery/capacitor, etc. or vibration occurs when driving on a rough road when the vehicle is left for a long period of time after parking, and in the case of the motor-applied EPB structure, , when the motor fails, it is impossible to release the parking brake, making it impossible to drive the vehicle, and there is a problem in that the brake disc needs to be replaced in addition to the brake.

The background technology of the present invention is disclosed in Korean Patent Publication No. 10-2010-0098846 (published on September 10, 2010, title of the invention: Disc brake with parking function).

The purpose of the present invention is to provide a brake device for a vehicle that can stably maintain a parking braking state.

Another object of the present invention is to provide a vehicle brake device that can forcibly release the parking brake when a motor or other malfunction occurs after the parking brake is applied.

In order to solve the above-described problem, a vehicle brake device according to the present invention includes: a drive unit that generates rotational force in the forward and reverse directions; a piston unit that moves forward and backward in conjunction with the rotational force generated from the driving unit, and applies braking force by pressing the brake pad as the rotational force is generated in the forward direction from the driving unit; a transmission gear unit transmitting the rotational force generated from the drive unit to the piston unit; a parking gear unit that rotates together with the transmission gear unit; a restraint unit disposed to face the parking gear unit and engaging the parking gear unit during parking braking to limit rotation of the parking gear unit; and a restraint release unit that separates the parking gear unit and the restraint unit as a rotational force is generated in the reverse direction from the drive unit in a state in which the parking gear unit and the restraint unit are fastened.

In addition, the parking gear unit includes a parking gear body connected to and rotated with a first output shaft of the drive unit; and a plurality of parking protrusions that protrude in the radial direction of the parking gear body and are spaced apart at predetermined intervals along the circumferential direction of the parking gear body.

Additionally, the parking gear body is disposed coaxially with the first output shaft.

In addition, the restraint unit includes: a parking drive unit disposed to be spaced apart from the parking gear body and generating rotational force; A screw member that rotates by receiving rotational force from the parking drive unit; a restraining rod that moves forward and backward in a direction parallel to the radial direction of the parking gear body in conjunction with the rotation of the screw member; and a restraining member that extends from the restraining rod and is engaged with or separated from the parking protrusion depending on the direction of movement of the restraining rod.

In addition, the restraint unit further includes a stopper that contacts the restraint rod and limits rotation of the restraint rod.

In addition, the parking drive unit is installed to be able to slide in a direction parallel to the moving direction of the restraint rod, and the restraint release unit is connected to the parking drive unit and is provided to be expandable and contractible in the longitudinal direction to maintain the parking drive unit. Pressure is applied to the parking gear unit.

Additionally, the restraint release unit is compressed in the longitudinal direction as a rotational force is generated in the reverse direction from the drive unit and moves the parking drive unit in a direction away from the parking gear unit.

In addition, the restraining rod may include: a first rod that is coupled to the screw member and converts the rotational motion of the screw member into a linear reciprocating motion; and a second rod installed to be slideable along the longitudinal direction of the first rod, wherein the restraint release unit is installed between the first rod and the second rod and is flexible in the longitudinal direction. The second rod is pressed toward the parking gear unit.

Additionally, the restraint release unit is compressed in the longitudinal direction as a rotational force is generated in the reverse direction from the drive unit and moves the second rod in a direction away from the parking gear unit.

In addition, the parking gear unit further includes a plurality of first tooth portions that protrude in the axial direction of the parking gear body and are spaced apart at a predetermined interval along the circumferential direction of the parking gear body.

In addition, the restraint release unit includes: a restraint limit body that is connected to the first output shaft and rotates, and supports the parking gear body so that it can slide in a direction parallel to the longitudinal direction of the first output shaft; a plurality of second tooth portions that protrude in the axial direction of the constraint limiting body and are engaged and coupled with the first tooth portion; and a pressing unit that pressurizes the parking gear body toward the restraint limiting body.

Additionally, as the driving unit generates rotational force in the reverse direction while the parking protrusion is in contact with the restraining member, the second tooth portion is misaligned with the first tooth portion and separates the parking protrusion and the restraining member.

In addition, the first tooth portion and the second tooth portion are formed to become narrower toward the ends.

In addition, both sides of the first tooth portion and the second tooth portion are formed to be inclined at a predetermined angle with respect to the longitudinal direction of the first output shaft.

Additionally, the pressing unit is installed between the pressing seat coupled to the first output shaft and the parking gear body, and is provided to be flexible in a direction parallel to the longitudinal direction of the first output shaft.

In addition, the piston unit includes a ball screw that rotates in conjunction with the rotation of the transmission gear unit; a ball nut connected to the ball screw and reciprocating in a straight line according to the rotation direction of the ball screw; and one or more rolling elements provided between the ball screw and the ball nut and in rolling contact with the ball screw and the ball nut.

The vehicle brake device according to the present invention can prevent the piston unit from being arbitrarily separated from the pad portion and loss of braking force even if the operation of the drive unit is released during parking braking by the restraint unit.

In addition, the vehicle brake device according to the present invention includes a second transmission gear or planetary gear unit in which the rotational force is multiplied by the gear ratio as the parking gear unit is connected to the first output shaft of the drive unit and rotates at the same angular speed as the first transmission gear. Compared to the case where it is connected, the size of the load applied to the restraint unit can be reduced.

In addition, the vehicle brake device according to the present invention uses the reverse rotational force generated from the drive unit by the restraint release unit when the restraint rod cannot move smoothly forward and backward when the parking brake is released due to a failure of the parking drive unit, etc. Since the projections and restraining members can be forcibly separated, the vehicle can be driven without removing or replacing parts.

1 is a perspective view schematically showing the configuration of a vehicle brake device according to a first embodiment of the present invention.
Figure 2 is a front view schematically showing the configuration of a vehicle brake device according to the first embodiment of the present invention.
Figure 3 is a cross-sectional view schematically showing the configuration of a vehicle brake device according to the first embodiment of the present invention.
Figure 4 is a perspective view schematically showing the configuration of the assembly part according to the first embodiment of the present invention.
Figure 5 is a perspective view showing the configuration of the assembly part according to the first embodiment of the present invention from a different viewpoint than Figure 4.
Figure 6 is an exploded perspective view schematically showing the configuration of a planetary gear unit according to the first embodiment of the present invention.
Figure 7 is an enlarged cross-sectional view schematically showing the configuration of a planetary gear unit according to the first embodiment of the present invention.
Figure 8 is a plan view schematically showing the configuration of the parking gear unit, restraint unit, and restraint release unit according to the first embodiment of the present invention.
Figure 9 is a front view schematically showing the configuration of the parking gear unit, restraint unit, and restraint release unit according to the first embodiment of the present invention.
10 to 12 are operational diagrams schematically showing the operation process of the vehicle brake device according to the first embodiment of the present invention.
Figure 13 is a perspective view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention.
Figure 14 is a plan view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention.
Figure 15 is a front view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention.
Figure 16 is an exploded perspective view schematically showing the configuration of the restraint unit and restraint release unit according to the second embodiment of the present invention.
17 to 19 are operational diagrams schematically showing the operation process of the vehicle brake device according to the second embodiment of the present invention.
Figure 20 is a perspective view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention.
Figure 21 is a plan view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention.
Figure 22 is a front view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention.
Figure 23 is an exploded perspective view schematically showing the configuration of the parking gear unit, restraint unit, and restraint release unit according to the third embodiment of the present invention.
24 to 26 are operational diagrams schematically showing the operation process of the vehicle brake device according to the third embodiment of the present invention.

Hereinafter, an embodiment of a vehicle brake device according to the present invention will be described with reference to the attached drawings.

In this process, the thickness of lines or sizes of components shown in the drawing may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of functions in the present invention, and may vary depending on the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

In addition, in this specification, when a part is said to be "connected (or connected)" to another part, this does not only mean that it is "directly connected (or connected)" but also "connected (or connected)" with another member in between. Also includes cases where there is an “indirect connection (or connection).” In this specification, when a part is said to “include (or include)” a certain component, this does not exclude other components, unless specifically stated to the contrary, but rather “includes (or includes)” other components. It means you can do it.

Additionally, the same reference numerals may refer to the same components throughout this specification. Even if the same or similar reference signs are not mentioned or explained in a particular drawing, the numbers may be explained based on other drawings. Additionally, even if there are parts that are not indicated by reference signs in a specific drawing, those parts can be explained based on other drawings. In addition, the number, shape, size, and relative differences in size of detailed components included in the drawings of the present application are set for convenience of understanding, do not limit the embodiments, and may be implemented in various forms.

Figure 1 is a perspective view schematically showing the configuration of a vehicle brake device according to a first embodiment of the present invention, Figure 2 is a front view schematically showing the configuration of a vehicle brake device according to a first embodiment of the present invention, and Figure 3 is a cross-sectional view schematically showing the configuration of a vehicle brake device according to the first embodiment of the present invention.

Referring to Figures 1 to 3, the vehicle brake device 1 according to this embodiment includes a caliper body 100, a drive unit 200, a piston unit 300, a transmission gear unit 400, and a planetary gear unit ( 500), a parking gear unit 600, a restraint unit 700, a restraint release unit 800, and a case 900.

The caliper body 100 is fixed to the vehicle body via the torque member 10, and includes a drive unit 200, a piston unit 300, a transmission gear unit 400, a planetary gear unit 500, and a restraint unit (to be described later). 700) is supported overall. Both sides of the caliper body 100 are slidably coupled to the torque member 10 via guide pins 20. In this case, the caliper body 100 may be supported to slide in a direction parallel to the axial direction of the brake disc (not shown). The caliper body 100 slides in a direction parallel to the axis of the brake disc (not shown) by the reaction force generated as the piston unit 300, which will be described later, presses the brake pad 30.

The caliper body 100 according to this embodiment includes a bridge portion 110, a finger portion 120, a cylinder portion 130, and an assembly portion 140.

The bridge portion 110 forms the upper exterior of the caliper body 100. The bridge portion 110 according to this embodiment may be formed to have the shape of a plate whose inner surface faces the outer peripheral surface of the brake disc and is spaced a predetermined distance apart. The specific shape and area of the bridge portion 110 can be designed in various ways depending on the size of the brake disc, etc.

The finger portion 120 extends from one side of the bridge portion 110 to form the front exterior of the caliper body 100. The finger portion 120 according to this embodiment extends vertically downward from the front end of the bridge portion 110. The inner surface of the finger portion 120 is disposed to face the brake pad 30 disposed on the outer side of the pair of brake pads 30 in the width direction of the vehicle with respect to the brake disc. The finger portion 120 is linked to the slide movement of the caliper body 100 to press or release the brake pad 30.

The cylinder portion 130 extends from the other side of the bridge portion 110 to form the rear exterior of the caliper body 100. The cylinder unit 130 movably supports the piston unit 300, which will be described later. The cylinder portion 130 according to this embodiment extends vertically downward from the rear end of the bridge portion 110. The cylinder portion 130 is formed to have a hollow cylindrical shape with one side open. The open side of the cylinder portion 130 is disposed to face the brake pad 30 disposed on the inside of the pair of brake pads 30 in the width direction of the vehicle with respect to the brake disc.

The assembly portion 140 extends from the cylinder portion 130 and supports the drive unit 200, transmission gear unit 400, and planetary gear unit 500, which will be described later. That is, the assembly unit 140 functions as a component that provides mechanical connection of the drive unit 200, transmission gear unit 400, and planetary gear unit 500 to the caliper body 100. By the assembly unit 140, the drive unit 200, transmission gear unit 400, and planetary gear unit 500 can be directly fixed to the caliper body 100 without a separate structure such as an existing actuator housing, thereby reducing the number of parts. can be reduced, and the overall center of gravity can be located close to the central area of the caliper body 100, thereby reducing the occurrence of load concentration and vibration.

Figure 4 is an enlarged view schematically showing the configuration of the assembly part according to the first embodiment of the present invention, and Figure 5 is an enlarged view showing the structure of the assembly part according to the first embodiment of the present invention from a different viewpoint than Figure 4.

Referring to FIGS. 4 and 5 , the assembly unit 140 according to this embodiment includes an assembly body 150, a first assembly unit 160, and a second assembly unit 170.

The assembly body 150 forms a schematic appearance of the assembly unit 140. The assembled body 150 according to this embodiment is constructed in the radial direction of the cylinder unit 130 from the other side of the cylinder unit 130, that is, the opposite side of the surface on which the cylinder unit 130 is disposed to face the brake pad 30. It may be formed to have the shape of a flat plate extending to one side (left side in FIG. 4). The assembly body 150 may be formed integrally with the cylinder portion 130 through casting molding when manufacturing the caliper body 100. In addition to the shapes shown in FIGS. 4 and 5, the specific cross-sectional shape of the assembled body 150 can be changed in various ways depending on the arrangement of the drive unit 200, transmission gear unit 400, and planetary gear unit 500. do.

The first assembly unit 160 is provided on one side of the assembly body 150 and supports the drive unit 200.

The first assembly unit 160 according to this embodiment includes a seating groove 161, an insertion hole 162, a fastening hole 163, and a sealing member 164.

The seating groove 161 is formed to have the shape of a groove that is concavely recessed into the interior of the assembly body 150 from the inner surface of the assembly body 150 facing the cylinder portion 130. The seating groove 161 is disposed on the left side of the assembled body 150 with reference to FIG. 4. The seating groove 161 is formed to have a substantially circular cross-sectional shape, and its central axis is arranged parallel to the central axis of the cylinder portion 130. The driving unit 200, which will be described later, is inserted into the seating groove 161, and the front part of the driving unit 200 is seated on the bottom surface. The diameter and depth of the seating groove 161 can be designed in various ways depending on the size of the driving unit 200, etc., which will be described later.

The insertion hole 162 is formed to have the shape of a hole that penetrates the seating groove 161. The insertion hole 162 is arranged so that its central axis is coaxial with the central axis of the seating groove 161. The insertion hole 162 may be formed to have a substantially circular cross-sectional shape. The first output shaft 201 extending from the front part of the drive unit 200, which will be described later, is inserted into the insertion hole 162. The diameter of the insertion hole 162 can be designed in various ways depending on the diameter of the first output shaft 201, etc.

The fastening hole 163 is arranged to be spaced apart from the insertion hole 162 and is formed to have the shape of a hole that penetrates the assembled body 150. The fastening hole 163 may be placed at a location that directly penetrates the seating groove 161, as shown in FIGS. 4 and 5. The fastening holes 163 may be formed in plural numbers. The plurality of fastening holes 163 are arranged at a predetermined distance from the insertion hole 162 in the radial direction of the insertion hole 162 and are spaced apart from each other along the circumferential direction of the insertion hole 162.

A fastening member 165 is inserted into the fastening hole 163, which is fastened to the drive unit 200 and fixes the drive unit 200 in a seated state in the seating groove 161. The fastening member 165 according to this embodiment may be formed to have the shape of a bolt with threads provided on the outer peripheral surface. A plurality of fastening members 165 are provided and are individually inserted into each fastening hole 163. The diameter of the fastening hole 163 can be designed in various ways depending on the diameter of the fastening member 165, etc.

The sealing member 164 is provided between the seating groove 161 and the driving unit 200 and prevents foreign substances from entering the driving unit 200. The sealing member 164 according to an embodiment of the present invention is formed to have a substantially ring shape and is disposed along the inner peripheral surface of the seating groove 161. The sealing member 164 may be made of an elastically deformable material such as rubber or silicon. The sealing member 164 is in close contact with the front peripheral surface of the drive unit 200 inserted into the seating groove 161. Accordingly, the gap between the drive unit 200 and the seating groove 161 can be sealed to block foreign substances such as moisture and dust from entering the inside of the drive unit 200, and the drive unit 200 can be blocked by its own elastic deformation. ) can cancel out the vibrations generated from.

The second assembly unit 170 is provided on the other side of the assembly body 150 and supports the planetary gear unit 500. The second assembly portion 170 according to this embodiment may be formed to have a cylindrical shape that protrudes from the outer surface of the assembly body 150 in a direction parallel to the axial direction of the piston unit 300, which will be described later. The second assembly unit 170 is arranged so that its central axis is coaxial with the central axis of the piston unit 300. The specific coupling structure of the second assembly unit 170 and the planetary gear unit 500, which will be described later, will be described later.

The drive unit 200 is fixed to the caliper body 100 and receives power from the outside to generate rotational force in the forward and reverse directions. The drive unit 200 according to this embodiment may be exemplified as a cylindrical electric motor that is electrically connected to a vehicle battery, etc., receives power, and generates rotational force through electromagnetic interaction between the stator and the rotor. A first output shaft 201 is protruding from the front of the drive unit 200 and rotates about the central axis by a rotational force generated from the drive unit 200. Here, the rotational force generated in the forward direction from the drive unit 200 is a rotational force that causes the piston unit 300, which will be described later, to apply braking force, and, based on FIG. 3, rotates the first output shaft 201 counterclockwise. It can be exemplified as meaning rotational force. In addition, the rotational force generated in the reverse direction from the drive unit 200 is a rotational force that causes the piston unit 300, which will be described later, to release the braking force, and, based on FIG. 3, is a rotational force that rotates the first output shaft 201 clockwise. It can be exemplified to mean.

The front portion of the drive unit 200 is inserted into the seating groove 161 with the first output shaft 201 facing the seating groove 161. The first output shaft 201 protruding from the front of the drive unit 200 is inserted through the insertion hole 162, and its end protrudes outward from the assembled body 150. The drive unit 200 inserted into the seating groove 161 is supported with its front edge in close contact with the sealing member 164. The fastening member 165 is sequentially inserted through the fastening hole 163 and the front part of the drive unit 200, and is bolted to the front part of the drive unit 200 by threads formed on the outer peripheral surface.

The piston unit 300 is installed to be able to move forward and backward on the caliper body 100, more specifically, on the cylinder unit 130. The piston unit 300 moves forward and backward within the cylinder unit 130 in conjunction with the rotational force generated from the drive unit 200. The piston unit 300 applies or releases braking force to the vehicle depending on the direction of forward or backward movement. More specifically, the piston unit 300 moves forward as rotational force is generated in the forward direction from the drive unit 200, and applies braking force to the vehicle by pressing the brake pad 30 toward the brake disc. Additionally, the piston unit 300 moves backward as rotational force is generated in the reverse direction from the drive unit 200, and the brake pad is depressurized to release the braking force applied to the vehicle.

The piston unit 300 according to this embodiment includes a ball screw 310, a ball nut 320, a rolling element 330, and a piston 340.

The ball screw 310 is rotated by receiving rotational force generated from the drive unit 200 through a planetary gear unit 500, which will be described later. The ball screw 310 according to this embodiment is formed to have a substantially rod shape and is rotatably installed inside the cylinder portion 130. The ball screw 310 is arranged in a longitudinal direction parallel to the longitudinal direction of the cylinder portion 130. A groove is formed on the outer peripheral surface of the ball screw 310 into which one side of the rolling element 330, which will be described later, is seated. These grooves extend in a spiral shape along the longitudinal direction of the ballscrew 310 to provide a circulation path for the rolling element 330. The rear end of the ball screw 310 penetrates the central axis of the second assembly part 170 and protrudes to the outside of the second assembly part 170. The rear end of the ball screw 310 is connected to the carrier 540 of the planetary gear unit 500, which will be described later. More specifically, spline teeth are formed on the outer peripheral surface of the rear end of the ball screw 310 and can be engaged and coupled with the inner peripheral surface of the carrier 540. Accordingly, when the carrier 540 rotates, the ballscrew 310 can rotate about the central axis along with the carrier 540.

The ball nut 320 is linked to the rotation of the ball screw 310 and reciprocates in a straight line along the longitudinal direction of the ball screw 310. The ball nut 320 according to this embodiment may be formed to have a hollow cylindrical shape installed to surround the outer peripheral surface of the ball screw 310. The ball nut 320 is arranged so that its inner peripheral surface faces the outer peripheral surface of the ball screw 310 at a predetermined distance apart. A groove may be formed on the inner peripheral surface of the ball nut 320 into which the other side of the rolling element 330, which will be described later, is seated. These grooves extend in a spiral shape along the longitudinal direction of the ball nut 320 to provide a circulation path for the rolling element 330. When the ball screw 310 rotates, the ball nut 320 reciprocates linearly in the front-back direction along the longitudinal direction of the ball screw 310 due to the circular movement of the rolling element 330.

The rolling element 330 is provided between the ball screw 310 and the ball nut 320, and both sides are in rolling contact with the ball screw 310 and the ball nut 320, respectively. The rolling element 330 according to this embodiment is formed to have a substantially spherical shape and is installed between the ball screw 310 and the ball nut 320. Both circumferences of the rolling element 330 are in rolling contact with grooves formed on the outer peripheral surface of the ball screw 310 and the inner peripheral surface of the ball nut 320, respectively. The rolling element 330 moves circularly along the groove when the ball screw 310 rotates and converts the rotational motion of the ball screw 310 into the linear reciprocating motion of the ball nut 320.

The piston 340 reciprocates in a straight line together with the ball nut 320, and pressurizes or depressurizes the brake pad 30 depending on the direction of movement. The piston 340 according to this embodiment is installed inside the cylinder unit 130 to be able to slide along the longitudinal direction of the cylinder unit 130. The rear end of the piston 340 is integrally coupled to the front end of the ball nut 320, so that it can reciprocate in a straight line along the longitudinal direction of the cylinder portion 130 together with the ball nut 320. As the ball nut 320 moves forward, the front end of the piston 340 comes into contact with the brake pad 30, and presses the brake pad 30 toward the brake disc to generate braking force. The piston 340 is separated from the brake pad 30 as the ball nut 320 moves rearward, and pressurizes the brake pad 30 to release the braking force.

The transmission gear unit 400 rotates by receiving rotational force from the driving unit 200, and transmits the rotational force generated from the driving unit 200 to the piston unit 300 through a planetary gear unit 500, which will be described later.

The transmission gear unit 400 according to this embodiment includes a first transmission gear 410 and a second transmission gear 420.

The first transmission gear 410 is connected to the first output shaft 201 of the drive unit 200 and rotates together with the first output shaft 201 of the drive unit 200. The first transmission gear 410 according to this embodiment may be formed in the form of a hollow helical gear or spur gear having teeth on the outer peripheral surface. The central axis of the first transmission gear 410 is disposed on the same axis as the first output shaft 201 of the drive unit 200. The first output shaft 201 is inserted through the central part of the first transmission gear 410. When the drive unit 200 operates, the first transmission gear 410 rotates at the same angular speed as the first output shaft 201 of the drive unit 200.

The second transmission gear 420 is engaged and coupled with the first transmission gear 410 and rotates in conjunction with the rotation of the first transmission gear 410. The second transmission gear 420 according to this embodiment may be formed in the form of a hollow helical gear or spur gear having teeth on the outer peripheral surface. The second transmission gear 420 is engaged and coupled between the first transmission gear 410 and the sun gear 520 of the planetary gear unit 500, which will be described later. The central axis of the second transmission gear 420 is arranged parallel to the central axis of the first transmission gear 410. The second transmission gear 420 is rotatably supported on the assembly body 150 via a separate rotation axis (not shown). The second transmission gear 420 is formed to have a larger diameter than the first transmission gear 410. Accordingly, the second transmission gear 420 can increase the magnitude of the rotational force transmitted from the first transmission gear 410 to the planetary gear unit 500.

The planetary gear unit 500 is fixed to the caliper body 100 and moves the piston unit 300 forward and backward in conjunction with the rotation of the transmission gear unit 400.

Figure 6 is an exploded perspective view schematically showing the configuration of a planetary gear unit according to the first embodiment of the present invention, and Figure 7 is an enlarged cross-sectional view schematically showing the configuration of the planetary gear unit according to the first embodiment of the present invention.

Referring to FIGS. 6 and 7 , the planetary gear unit 500 according to this embodiment includes a ring gear 510, a sun gear 520, a planetary gear 530, and a carrier 540.

The ring gear 510 is fixed to the second assembly unit 170 and overall supports the sun gear 520, planetary gear 530, and carrier 540, which will be described later. Accordingly, the ring gear 510 can directly support the sun gear 520, planetary gear 530, and carrier 540 to the caliper body 100 without a separate structure such as an existing actuator housing, thereby reducing weight and cost. possible. In addition, the ring gear 510 is fixed to the second assembly unit 170 to increase the overall reduction ratio of the planetary gear unit 500, thereby transmitting the necessary transmission to increase the magnitude of the rotational force generated from the drive unit 200. The length or size of the gear unit 400 can be reduced, and the overall length of the assembly unit 140 can be reduced.

The ring gear 510 according to this embodiment includes a fixing part 511, a reduction part 512, and a support part 513.

The fixing part 511 forms the exterior of one side of the ring gear 510 and is fixed to the second assembly part 170. The fixing part 511 according to this embodiment may be formed to have a hollow cylindrical shape with openings on both sides. The fixing part 511 is fixed by having its inner circumferential surface pressed into the outer circumferential surface of the second assembly part 170 while the second assembly part 170 is inserted therein.

The reduction unit 512 forms the exterior of the other side of the ring gear 510 and is engaged and coupled with a planetary gear 530, which will be described later. The reduction unit 512 according to this embodiment may be formed to have a hollow cylindrical shape with openings on both sides. The reduction unit 512 has gear teeth formed on its inner circumferential surface so that it can be engaged and coupled with the outer circumferential surface of the planetary gear 530, which will be described later. The reduction unit 512 is arranged so that its central axis is located on the same axis as the fixing unit 511. In this case, the fixing part 511 and the reduction part 512 may be formed so that opposing ends are integrally connected to form a cylinder shape that extends continuously along the axial direction of the ball screw 310.

The support part 513 is provided between the fixing part 511 and the reduction part 512, and supports the carrier 540, which will be described later. The support portion 513 according to this embodiment may be formed to have the shape of a disk extending from the boundary between the fixing portion 511 and the reduction portion 512 in the radial direction of the ring gear 510. A through hole 514 is formed in the central portion of the support portion 513 so that the rear end of the ballscrew 310 protruding to the outside of the second assembly portion 170 can pass through.

The sun gear 520 is rotatably supported by the ring gear 510 and is engaged and coupled to the transmission gear unit 400.

The sun gear 520 according to this embodiment includes a first sun gear 521 and a second sun gear 522.

The first sun gear 521 is engaged and coupled with the second transmission gear 420 and rotates in conjunction with the rotation of the second transmission gear 420. The first sun gear 521 according to this embodiment is formed to have a cylindrical shape with one side open. The first sun gear 521 is arranged so that the open side faces the ring gear 510. The first sun gear 521 has a ring gear 510, more specifically a reduction unit 512, inserted therein, and its inner peripheral surface is rotatably in contact with the outer peripheral surface of the reduction unit 512. The first sun gear 521 has gear teeth protruding from its outer peripheral surface and is engaged with the outer peripheral surface of the second transmission gear 420.

The second sun gear 522 extends from the first sun gear 521 and is engaged and coupled with a planetary gear 530, which will be described later. The second sun gear 522 according to this embodiment may be formed to have a cylindrical shape extending from the center of the first sun gear 521 toward the open side of the first sun gear 521. The diameter of the second sun gear 522 is smaller than the diameter of the first sun gear 521. The second sun gear 522 is arranged so that its central axis is coaxial with the central axis of the first sun gear 521. The second sun gear 522 has gear teeth protruding from its outer circumferential surface and is engaged with the outer circumferential surface of the planetary gear 530.

The planetary gear 530 is coupled to the ring gear 510 and the sun gear 520, and rotates and rotates in conjunction with the rotation of the sun gear 520. The planetary gear 530 according to this embodiment may be formed to have a cylindrical shape with gear teeth formed on the outer peripheral surface. The planetary gear 530 is rotatably installed inside the reduction unit 512. The planetary gear 530 has its central axis spaced apart from the central axis of the reduction unit 512 by a predetermined distance in the radial direction of the reduction unit 512, and is arranged parallel to the central axis of the reduction unit 512. One circumference of the planetary gear 530 is engaged with the inner circumferential surface of the reduction unit 512, and the other circumference is engaged with the outer circumferential surface of the second sun gear 522. The planetary gear 530 receives rotational force from the second sun gear 522 and rotates about the central axis and simultaneously rotates about the central axis of the reduction unit 512. The planetary gear 530 may be formed in plural numbers. A plurality of planetary gears 530 are arranged at predetermined intervals along the circumferential direction of the reduction unit 512. In FIG. 6, an example of four planetary gears 530 is shown, but the number of planetary gears 530 is not limited to this, and the design can be changed to various numbers.

The carrier 540 is connected to the planetary gear 530 and transmits the rotational force of the planetary gear 530 to the piston unit 300. The carrier 540 according to this embodiment is formed to have an approximately disk shape and is disposed between the support portion 513 and the planetary gear 530.

A connecting shaft 541 connected to the planetary gear 530 is formed on the carrier 540. The connecting shaft 541 according to this embodiment may be formed to have the shape of a bar extending from one surface of the carrier 540 facing the planetary gear 530. The central axis of the connecting shaft 541 is arranged parallel to the central axis of the carrier 540. The connecting shaft 541 is inserted to penetrate the central axis of the planetary gear 530 and supports the planetary gear 530 so that it can rotate. A plurality of connecting shafts 541 are provided to individually rotatably support each planetary gear 530. The connecting shaft 541 transmits rotational force according to the orbital movement of the planetary gear 530 to the carrier 540. Accordingly, the carrier 540 may be rotated about the central axis when the planetary gear 530 rotates.

A coupling portion 542 connected to the ball screw 310 is formed on the carrier 540. The coupling portion 542 according to this embodiment may be formed to have the shape of a hole formed through the central axis of the carrier 540. The coupling portion 542 is formed to have a cross section corresponding to the rear end of the ball screw 310 on which spline teeth are formed. The coupling portion 542 is engaged and coupled to the outer peripheral surface of the rear end of the ball screw 310 with the rear end of the ball screw 310 inserted inside. Accordingly, the carrier 540 rotates about its central axis and can transmit rotational force to the ballscrew 310.

The parking gear unit 600 receives rotational force from the drive unit 200 and rotates together with the transmission gear unit 400.

Figure 8 is a plan view schematically showing the configuration of the parking gear unit, the restraint unit, and the restraint release unit according to the first embodiment of the present invention, and Figure 9 is a plan view showing the parking gear unit, the restraint unit, and the restraint release unit according to the first embodiment of the present invention. This is a front view schematically showing the configuration of the restraint release unit.

Referring to FIGS. 8 and 9 , the parking gear unit 600 according to this embodiment includes a parking gear body 610 and a parking protrusion 620.

The parking gear body 610 is connected to the first output shaft of the drive unit 200 and rotates. The parking gear body 610 according to this embodiment is disposed coaxially with the first transmission gear 410 and is inserted into the end of the first output shaft 201 of the drive unit 200. When the first output shaft 201 rotates, the parking gear body 610 may rotate about the central axis at the same angular speed as the first transmission gear 410. Accordingly, the parking gear body 610 reduces the size of the load applied to the restraint unit 700, which will be described later, compared to the case where the parking gear body 610 is connected to the second transmission gear 420 or the planetary gear unit 500 whose rotational force is multiplied by the gear ratio. can be reduced.

The parking protrusion 620 protrudes from the parking gear body 610 so as to interfere with the restraint member 740 of the restraint unit 700, which will be described later. The parking protrusion 620 according to this embodiment may be formed to have the shape of a protrusion protruding from the outer peripheral surface of the parking gear body 610 in the radial direction of the parking gear body 610. The parking protrusions 620 are provided in plural numbers and are arranged to be spaced apart at predetermined intervals along the circumferential direction of the parking gear body 610. The specific shape and number of the parking protrusions 620 are not limited to those shown in FIG. 8, and various design changes are possible depending on the shape and number of the parking protrusions 620 that can be engaged with the restraining member 740, which will be described later.

The restraint unit 700 is arranged to face the parking gear unit 600 and is selectively engaged with the parking gear unit 600 before and after parking braking to limit or allow rotation of the parking gear unit 600. More specifically, during parking braking, the restraint unit 700 is engaged with the parking gear unit 600 while the piston unit 300 presses the brake pad 30, so that the parking gear unit 600 and the transmission gear unit ( 400) and the rotation of the planetary gear unit 500 is restricted. Additionally, when the parking brake is released, the restraint unit 700 is separated from the parking gear unit 600 and allows the parking gear unit 600, transmission gear unit 400, and planetary gear unit 500 to rotate. Accordingly, the restraint unit 700 is operated by the transmission gear unit 400 and the planetary gear unit ( 500) can rotate arbitrarily and prevent loss of braking power.

The restraining unit 700 according to this embodiment includes a parking driving unit 710, a screw member 720, a restraining rod 730, a restraining member 740, and a stopper 750.

The parking drive unit 710 is coupled and supported to the caliper body 100, more specifically the assembly part 140, and receives power from the outside to generate rotational force. The parking drive unit 710 according to this embodiment may be exemplified as an electric motor that is electrically connected to a vehicle battery, etc., receives power, and generates rotational force through electromagnetic interaction between the stator and the rotor. Whether or not the parking drive unit 710 generates rotational force can be adjusted by the vehicle's electronic control unit or the user's button operation before and after parking braking.

A second output shaft 711, which rotates about the central axis by the rotational force generated from the parking drive unit 710, is protruding from the front of the parking drive unit 710. The second output shaft 711 is arranged in a longitudinal direction perpendicular to the longitudinal direction of the first output shaft 201.

The parking drive unit 710 is installed to be able to slide in the direction of movement of the restraint rod 730, which will be described later, that is, in a direction parallel to the longitudinal direction of the second output shaft 711. As shown in FIG. 8, the parking drive unit 710 can be installed to be slideable on the assembly body 150 via a guide bracket 712 provided separately on the assembly body 150, and the assembly body 150 It is also possible to connect directly to the slider. When the parking drive unit 710 is moved forward or backward to the maximum, the range of movement may be limited as it comes into contact with both ends of the guide bracket 712.

The screw member 720 is rotated by receiving rotational force from the parking drive unit 710. The screw member 720 according to this embodiment may be formed to have a hollow cylindrical shape with one side open. The screw member 720 may be fixed by having its inner peripheral surface press-fitted to the outer peripheral surface of the second output shaft 711 while the second output shaft 711 of the parking drive unit 710 is inserted therein. When the second output shaft 711 rotates, the screw member 720 rotates about the central axis integrally with the second output shaft 711. Screw threads are formed on the outer peripheral surface of the screw member 720 along the longitudinal direction of the screw member 720.

The restraining rod 730 is coupled to the screw member 720 and moves forward and backward in a direction parallel to the radial direction of the parking gear body 610 in conjunction with the rotation of the screw member 720. The restraining rod 730 is formed to have a cylindrical shape with one side open, and the screw member 720 is inserted into it. The restraining rod 730 is arranged in a longitudinal direction perpendicular to the central axis of the first output shaft 201 and the parking gear body 610. A thread is formed on the inner peripheral surface of the restraining rod 730 along the longitudinal direction of the restraining rod 730. The inner peripheral surface of the restraining rod 730 is screw-coupled with the outer peripheral surface of the screw member 720, so that the rotational movement of the screw member 720 can be converted into a linear reciprocating movement.

A wing portion 730a may be formed on the restraint rod 730 that protrudes from the outer peripheral surface of the restraint rod 730 along the radial direction of the restraint rod 730. The wing portion 730a interferes with the stopper 750, which will be described later, and prevents the restraining rod 730 from rotating together with the screw member 720 when the screw member 720 rotates, thereby maintaining a smooth straight line of the restraining rod 730. It functions as a configuration that induces round-trip movement.

The restraining member 740 extends from the restraining rod 730, engages or separates from the parking protrusion 620 depending on the moving direction of the restraining rod 730, and limits or allows rotation of the parking gear unit 600. The restraining member 740 according to this embodiment protrudes toward the parking protrusion 620 from the end edge of the restraining rod 730 facing the parking gear unit 600. The protruding length of the restraining member 740 varies within the range of the length that can be separated from the parking protrusion 620 when the parking drive unit 710 is advanced to the maximum and the restraining rod 730 is retracted to the maximum. Design changes are possible. The restraining members 740 may be provided as a pair. A pair of restraint members 740 are arranged to face each other and be spaced apart from each other based on the central axis of the restraint rod 730. The pair of restraining members 740 are engaged with the parking protrusion 620 as the restraining rod 730 moves forward toward the parking gear unit 600 during parking braking, thereby limiting the rotation of the parking gear unit 600. . Accordingly, the restraining member 740 rotates the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500 arbitrarily by the reaction force of the piston unit 300 and the brake pad 30 during parking braking. This can prevent loss of braking power. In addition, the pair of restraining members 740 are separated from the parking protrusion 620 as the restraining rod 730 moves backward in a direction away from the parking gear unit 600 when the parking brake is released, thereby forming the first output shaft 201. , allowing rotation of the transmission gear unit 400 and the planetary gear unit 500. The specific shape of the restraining member 740, in addition to the shape shown in FIGS. 8 and 9, can be changed in various designs within the technical idea of a shape that can be engaged with the parking protrusion 620.

The stopper 750 is in contact with the restraint rod 730 and limits the rotation of the restraint rod 730. More specifically, the stopper 750 is in contact with the wing portion 730a protruding from the restraining rod 730 and limits the rotation of the restraining rod 730 about the central axis by the rotational force of the screw member 720. At the same time, it guides the forward and backward movement of the restraint rod 730. Accordingly, the stopper 750 can induce the rotational motion of the screw member 720 to be completely converted into a linear reciprocating motion of the restraining rod 730. The stopper 750 according to this embodiment may be formed to have the shape of a rod protruding from the parking drive unit 710 toward the parking gear unit 600. The stopper 750 may be arranged in a longitudinal direction parallel to the longitudinal direction of the second output shaft 711. Accordingly, the stopper 750 may not interfere with the forward and backward movement of the restraint rod 730. The stopper 750 is supported in contact with the side surface of the wing portion 730a. In this case, the stopper 750 may be fitted inside the wing portion 730a, or may be formed as a pair and contact both sides of the wing portion 730a. Accordingly, the stopper 750 can limit the rotation of the restraint rod 730 in both directions.

The restraint release unit 800 separates the parking gear unit 600 and the restraint unit 700 as a rotational force is generated in the reverse direction from the drive unit 200 while the parking gear unit 600 and the restraint unit 700 are fastened. Separate. More specifically, when the restraint rod 730 cannot move smoothly forward and backward when the parking brake is released due to a failure of the parking drive unit 710, etc., the restraint release unit 800 uses the rotational force generated from the drive unit 200. It functions as a configuration that forcibly separates the parking protrusion 620 and the restraining member 740. Accordingly, the restraint release unit 800 maintains the restraint state of the parking gear unit 600 when a failure of the parking drive unit 710 occurs, thereby solving the problem of not being able to drive the vehicle without removal and replacement. .

The restraint release unit 800 according to this embodiment may be exemplified by a spring, an elastic body, or the like that can be expanded and contracted in the longitudinal direction by elastic deformation. The restraint release unit 800 is connected to the rear end of the parking drive unit 710, and elastically presses the parking drive unit 710 toward the parking gear unit 600.

When no separate external force is applied, the restraint release unit 800 maintains the parking drive unit 710 in a maximum advanced state toward the parking gear unit 600 by its own elastic force. In this state, the magnitude of the initial elastic force applied by the restraint release unit 800 to the parking drive unit 710 is the parking gear unit 600 due to the rotational force generated by the reaction force of the piston unit 300 and the brake pad 30. The force applied in the direction of compressing the restraint release unit 800 to the parking drive unit 710 may be set to be larger than the size. Here, the direction of the rotational force generated due to the reaction force of the piston unit 300 and the brake pad 30 is illustrated as being the same direction as the direction of the rotational force in the reverse direction generated from the drive unit 200. Accordingly, the restraint release unit 800 prevents the parking drive unit 710 from moving backward due to the reaction force of the piston unit 300 and the brake pad 30 and the parking protrusion 620 and the restraint member 740 from being separated. can do.

As a rotational force is generated in the reverse direction from the drive unit 200, the restraint release unit 800 is compressed in the longitudinal direction and moves the parking drive unit 710 backward in a direction away from the parking gear unit 600. To this end, the magnitude of the initial elastic force applied by the restraint release unit 800 to the parking drive unit 710 is such that the parking gear unit 600 is driven by the parking drive unit 710 by the reverse rotational force generated from the drive unit 200. It may be set to be smaller than the size of the force applied in the direction of compressing the restraint release unit 800. Accordingly, the restraint release unit 800 can induce the parking protrusion 620 and the restraint member 740 to be separated through the reverse rotational force generated from the drive unit 200 even when the parking drive unit 710 malfunctions. there is.

The case 900 is detachably coupled to the assembly unit 140 and covers the transmission gear unit 400, the planetary gear unit 500, and the restraint unit 700. Accordingly, the case 900 can block external foreign substances such as moisture and dust from flowing into the transmission gear unit 400, the planetary gear unit 500, and the restraint unit 700. The case 900 according to this embodiment may be formed to have a hollow interior and a cover shape with one side open. The cross section of the case 900 is formed to have a shape corresponding to the cross section of the assembled body 150. The case 900 is arranged so that the open side faces the assembly body 150, and is detachably coupled to the assembly body 150 using screws or the like. In this case, an O-ring or the like is additionally installed between the contact area between the assembled body 150 and the case 900 to seal the internal space of the case 900 more effectively.

Hereinafter, the operating process of the vehicle brake device 1 according to the first embodiment of the present invention will be described in detail.

10 to 12 are operational diagrams schematically showing the operation process of the vehicle brake device according to the first embodiment of the present invention.

Referring to FIG. 10, when it is desired to apply braking force to a vehicle, the drive unit 200 generates rotational force in the forward direction, and the first output shaft 201 rotates counterclockwise (based on FIG. 10).

The rotational force in the forward direction generated from the drive unit 200 is sequentially transmitted to the piston unit 300 through the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500.

The piston unit 300 moves forward toward the brake pad 30, and applies braking force to the vehicle by bringing the brake pad 30 into close contact with the brake disc.

Referring to FIG. 11, when parking braking of a vehicle is required, the parking drive unit 710 generates rotational force while the piston unit 300 presses the brake pad 30.

The rotational force generated from the parking drive unit 710 is sequentially transmitted to the restraining rod 730 through the second output shaft 711 and the screw member 720, and the restraining rod 730 is directed toward the parking gear unit 600. moves forward.

When the restraining rod 730 moves forward over a predetermined distance, the restraining member 740 is engaged with the parking protrusion 620 to limit the rotation of the parking gear unit 600.

As the rotation of the parking gear unit 600 is restricted, the rotation of the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500, which are integrally connected to the parking gear unit 600, is also restricted.

The restraining force resulting from the engaging combination of the restraining member 740 and the parking protrusion 620 cancels out the rotational force transmitted to the parking gear unit 600 due to the reaction force of the piston unit 300 and the brake pad 30.

Accordingly, even if the operation of the drive unit 200 is stopped due to the engine being turned off, etc., loss of braking force due to the reaction force of the piston unit 300 and the brake pad 30 can be prevented.

Referring to FIG. 12, when the parking brake state is not released due to a failure of the parking drive unit 710, the drive unit 200 generates rotational force in the reverse direction.

The rotational force in the reverse direction generated from the drive unit 200 generates a rotational force acting clockwise (based on FIG. 12) on the parking gear unit 600.

The parking protrusion 620 pushes the restraint member 740 with a force greater than the pressing force applied by the restraint release unit 800 to the parking drive unit 710 and compresses the restraint release unit 800, and the parking drive unit 710 moves back.

As the parking drive unit 710 moves backward over a predetermined distance, the restraining member 740 is separated from the parking protrusion 620.

The parking gear unit 600 rotates clockwise as the binding force caused by the engagement between the restraining member 740 and the parking protrusion 620 is released.

The rotational force in the reverse direction generated from the drive unit 200 is transmitted to the piston unit 300, and the piston unit 300 is separated from the brake pad 30 to release the braking force.

Hereinafter, the configuration of the vehicle brake device 1' according to the second embodiment of the present invention will be described in detail.

FIG. 13 is a perspective view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention, FIG. 14 is a plan view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention, and FIG. 15 is a front view schematically showing the configuration of a vehicle brake device according to a second embodiment of the present invention.

13 to 15, the vehicle brake device 1' according to the second embodiment of the present invention includes a caliper body 100, a drive unit 200, a piston unit 300, and a transmission gear unit 400. , planetary gear unit 500, parking gear unit 600, restraint unit 700, restraint release unit 800, and case 900.

In this process, for convenience of explanation, a caliper body 100, a drive unit 200, a piston unit 300, and a transmission gear unit, which are components that overlap with the vehicle brake device 1 according to the first embodiment of the present invention, are used. Descriptions of 400, planetary gear unit 500, parking gear unit 600, and case 900 will be omitted. For these configurations, the description of the configuration of the vehicle brake device 1 according to the first embodiment of the present invention described above can be applied as is.

Figure 16 is an exploded perspective view schematically showing the configuration of the restraint unit and restraint release unit according to the second embodiment of the present invention.

13 to 16, the restraint unit 700 according to this embodiment includes a parking drive unit 710, a screw member 720, a restraint rod 730, a restraint member 740, Includes a stopper (750).

The parking drive unit 710 is coupled and supported to the caliper body 100, more specifically the assembly part 140, and receives power from the outside to generate rotational force. The parking drive unit 710 according to this embodiment may be exemplified as an electric motor that is electrically connected to a vehicle battery, etc., receives power, and generates rotational force through electromagnetic interaction between the stator and the rotor. Whether or not the parking drive unit 710 generates rotational force can be adjusted by the vehicle's electronic control unit or the user's button operation before and after parking braking. The parking drive unit 710 is bolted to the assembly body 150 and the installation position is fixed.

A second output shaft 711, which rotates about the central axis by the rotational force generated from the parking drive unit 710, is protruding from the front of the parking drive unit 710. The second output shaft 711 is arranged in a longitudinal direction perpendicular to the longitudinal direction of the first output shaft 201.

The screw member 720 is rotated by receiving rotational force from the parking drive unit 710. The screw member 720 according to this embodiment may be formed to have a hollow cylindrical shape with one side open. The screw member 720 may be fixed by having its inner peripheral surface press-fitted to the outer peripheral surface of the second output shaft 711 while the second output shaft 711 of the parking drive unit 710 is inserted therein. When the second output shaft 711 rotates, the screw member 720 rotates about the central axis integrally with the second output shaft 711. Screw threads are formed on the outer peripheral surface of the screw member 720 along the longitudinal direction of the screw member 720.

The restraining rod 730 is coupled to the screw member 720 and moves forward and backward in a direction parallel to the radial direction of the parking gear body 610 in conjunction with the rotation of the screw member 720.

The restraining rod 730 according to this embodiment includes a first rod 731 and a second rod 732.

The first rod 731 forms the inner exterior of the constraint rod 730, is coupled to the screw member 720, and converts the rotational motion of the screw member 720 into a linear reciprocating motion. The first rod 731 is formed to have a cylindrical shape with one side open, and the screw member 720 is inserted into the first rod 731. The first rod 731 is arranged in a longitudinal direction perpendicular to the central axis of the first output shaft 201 and the parking gear body 610. A thread is formed on the inner peripheral surface of the first rod 731 along the longitudinal direction of the first rod 731. The inner peripheral surface of the first rod 731 is screw-coupled with the outer peripheral surface of the screw member 720, so that the rotational movement of the screw member 720 can be converted into a linear reciprocating movement. The diameter of the rear end of the first rod 731 facing the parking drive unit 710 is larger than the diameter of the remaining portion of the first rod 731.

The second rod 732 forms the outer exterior of the restraining rod 730 and is installed to be able to slide along the longitudinal direction of the first rod 731. The second rod 732 according to this embodiment is formed to have a cylindrical shape with one side open, and the second rod 732 is inserted inside. The front inner peripheral surface of the second rod 732 is in slideable contact with the outer peripheral surface of the first rod 731. The rear inner peripheral surface of the second rod 732 is disposed to be spaced apart from the outer peripheral surface of the first rod 731. Accordingly, the second rod 732 can provide a space between the first rod 731 where a restraint release unit 800, which will be described later, can be installed.

The first rod 731 and the second rod 732 have a first rod that prevents relative rotation of the first rod 731 and the second rod 732, respectively, and guides the slide movement of the second rod 732. A guide part 731a and a second guide part 732a are formed.

The first guide portion 731a according to this embodiment may be formed to have the shape of a rod extending forward from the rear end edge of the first rod 731 along the longitudinal direction of the first rod 731. The end of the first guide portion 731a protrudes outward in the radial direction of the first rod 731 to form a substantially stepped shape. The first guide portion 731a is provided in plural pieces and is arranged to be spaced apart from each other at a predetermined distance along the circumferential direction of the first rod 731.

The second guide portion 732a protrudes from the outer peripheral surface of the second rod 732 in the radial direction of the restraint rod 730. The second guide portion 732a interferes with the stopper 750, which will be described later, and prevents the restraining rod 730 from rotating together with the screw member 720 when the screw member 720 rotates. The second guide part 732a is formed to be empty inside, and the first guide part 731a is seated and supported inside the second guide part 732a. The second guide parts 732a are formed in numbers corresponding to the first guide parts 731a and individually support each first guide part 731a.

The second guide portion 732a is provided with a locking hole 732b formed by penetrating the second guide portion 732a in the radial direction of the second rod 732. The end of the first guide part 731a seated inside the second guide part 732a is inserted into the catching hole 732b. The locking hole 732b extends in a longitudinal direction parallel to the longitudinal direction of the second guide portion 732a. Accordingly, the end of the first guide portion 731a is in contact with the inner surface of the locking hole 732b, thereby restricting the second rod 732 from sliding beyond a set distance with respect to the first rod 731. The width of the catching hole 732b is formed to correspond to the width of the end of the first guide portion 731a. Accordingly, the locking hole 732b contacts both sides of the end of the first guide portion 731a to prevent the first rod 731 and the second rod 732 from rotating relative to each other.

The restraining member 740 extends from the restraining rod 730, engages or separates from the parking protrusion 620 depending on the moving direction of the restraining rod 730, and limits or allows rotation of the parking gear unit 600. The restraining member 740 according to this embodiment protrudes toward the parking protrusion 620 from the end edge of the second rod 732 facing the parking gear unit 600. The protruding length of the restraining member 740 is parked in a state in which the first rod 731 is maximally retracted with respect to the screw member 720 and the second rod 732 is maximally advanced with respect to the first rod 731. Various design changes are possible within the range of the length that can be separated from the protrusion 620. The restraining members 740 may be provided as a pair. A pair of restraining members 740 are arranged to face each other and be spaced apart from each other based on the central axis of the second rod 732. The pair of restraining members 740 are engaged with the parking protrusion 620 as the restraining rod 730 moves forward toward the parking gear unit 600 during parking braking, thereby limiting the rotation of the parking gear unit 600. . Accordingly, the restraining member 740 rotates the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500 arbitrarily by the reaction force of the piston unit 300 and the brake pad 30 during parking braking. This can prevent loss of braking power. In addition, the pair of restraining members 740 are separated from the parking protrusion 620 as the restraining rod 730 moves backward in a direction away from the parking gear unit 600 when the parking brake is released, thereby forming the first output shaft 201. , allowing rotation of the transmission gear unit 400 and the planetary gear unit 500. The specific shape of the restraining member 740, in addition to the shape shown in FIGS. 8 and 9, can be changed in various designs within the technical idea of a shape that can be engaged with the parking protrusion 620.

The stopper 750 is in contact with the restraint rod 730 and limits the rotation of the restraint rod 730. More specifically, the stopper 750 is in contact with the second guide portion 732a protruding from the second rod 732 to prevent the restraining rod 730 from rotating about the central axis by the rotational force of the screw member 720. It limits and at the same time guides the forward and backward movement of the restraint rod 730. Accordingly, the stopper 750 can induce the rotational motion of the screw member 720 to be completely converted into a linear reciprocating motion of the restraining rod 730. The stopper 750 according to this embodiment may be formed to have the shape of a rod protruding from the parking drive unit 710 toward the parking gear unit 600. The stopper 750 may be arranged in a longitudinal direction parallel to the longitudinal direction of the second output shaft 711. Accordingly, the stopper 750 may not interfere with the forward and backward movement of the restraint rod 730. The stopper 750 is supported in contact with the side surface of the second guide portion 732a. In this case, the stopper 750 may be fitted with the second guide part 732a inside, or may be formed as a pair and contact both sides of the second guide part 732a. Accordingly, the stopper 750 can limit the rotation of the restraint rod 730 in both directions.

The restraint release unit 800 separates the parking gear unit 600 and the restraint unit 700 as a rotational force is generated in the reverse direction from the drive unit 200 while the parking gear unit 600 and the restraint unit 700 are fastened. Separate. More specifically, when the restraint rod 730 cannot move smoothly forward and backward when the parking brake is released due to a failure of the parking drive unit 710, etc., the restraint release unit 800 uses the rotational force generated from the drive unit 200. It functions as a configuration that forcibly separates the parking protrusion 620 and the restraining member 740. Accordingly, the restraint release unit 800 maintains the restraint state of the parking gear unit 600 when a failure of the parking drive unit 710 occurs, thereby solving the problem of not being able to drive the vehicle without removal and replacement. .

The restraint release unit 800 according to this embodiment may be exemplified by a spring, an elastic body, or the like that can be expanded and contracted in the longitudinal direction by elastic deformation. The restraint release unit 800 is disposed between the first rod 731 and the second rod 732, and both ends are in contact with the rear end of the first rod 731 and the inner surface of the second rod 732, respectively. Supported. When no separate external force is applied, the restraint release unit 800 elastically presses the second rod 732 toward the parking gear unit 600 by its own elastic force. In this case, the second rod 732 is maintained in a state fully advanced toward the parking gear unit 600. In this state, the magnitude of the initial elastic force applied by the restraint release unit 800 to the second rod 732 is the parking gear unit 600 due to the rotational force generated by the reaction force of the piston unit 300 and the brake pad 30. It can be set to be larger than the size of the force applied to the second rod 732 in the direction of compressing the restraint release unit 800. Here, the direction of the rotational force generated due to the reaction force of the piston unit 300 and the brake pad 30 is illustrated as being the same direction as the direction of the rotational force in the reverse direction generated from the drive unit 200. Accordingly, the restraint release unit 800 moves the second rod 732 backward with respect to the first rod 731 due to the reaction force of the piston unit 300 and the brake pad 30, and the parking protrusion 620 and the restraint member (740) can be prevented from being separated.

As a rotational force is generated in the reverse direction from the driving unit 200, the restraint release unit 800 is compressed in the longitudinal direction and moves the second rod 732 backward in a direction away from the parking gear unit 600. To this end, the magnitude of the initial elastic force applied by the restraint release unit 800 to the second rod 732 is such that the parking gear unit 600 moves the second rod 732 by the reverse rotational force generated from the drive unit 200. It may be set to be smaller than the size of the force applied in the direction of compressing the restraint release unit 800. Accordingly, the restraint release unit 800 can induce the parking protrusion 620 and the restraint member 740 to be separated through the reverse rotational force generated from the drive unit 200 even when the parking drive unit 710 malfunctions. there is.

Hereinafter, the operating process of the vehicle brake device 1' according to the second embodiment of the present invention will be described in detail.

17 to 19 are operational diagrams schematically showing the operation process of the vehicle brake device according to the second embodiment of the present invention.

Referring to FIG. 17, when it is desired to apply braking force to a vehicle, the drive unit 200 generates rotational force in the forward direction, and the first output shaft 201 rotates counterclockwise (based on FIG. 17).

The rotational force in the forward direction generated from the drive unit 200 is sequentially transmitted to the piston unit 300 through the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500.

The piston unit 300 moves forward toward the brake pad 30, and applies braking force to the vehicle by bringing the brake pad 30 into close contact with the brake disc.

Referring to FIG. 18, when parking braking of a vehicle is required, the parking drive unit 710 generates rotational force while the piston unit 300 presses the brake pad 30.

The rotational force generated from the parking drive unit 710 is sequentially transmitted to the first rod 731 through the second output shaft 711 and the screw member 720, and the first rod 731 is connected to the second rod 732. It moves forward toward the parking gear unit 600. In this case, the second rod 732 is prevented from moving relative to the first rod 731 by the elastic force applied from the restraint release unit 800.

When the restraining rod 730 moves forward over a predetermined distance, the restraining member 740 is engaged with the parking protrusion 620 to limit the rotation of the parking gear unit 600.

As the rotation of the parking gear unit 600 is restricted, the rotation of the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500, which are integrally connected to the parking gear unit 600, is also restricted.

The restraining force resulting from the engaging combination of the restraining member 740 and the parking protrusion 620 cancels out the rotational force transmitted to the parking gear unit 600 due to the reaction force of the piston unit 300 and the brake pad 30.

Accordingly, even if the operation of the drive unit 200 is stopped due to the engine being turned off, etc., loss of braking force due to the reaction force of the piston unit 300 and the brake pad 30 can be prevented.

Referring to FIG. 19, when the parking brake state is not released due to a failure of the parking drive unit 710, the drive unit 200 generates rotational force in the reverse direction.

The rotational force in the reverse direction generated from the drive unit 200 generates a rotational force acting clockwise (based on FIG. 12) on the parking gear unit 600.

The parking protrusion 620 pushes the restraint member 740 with a force greater than the pressing force applied by the restraint release unit 800 to the second rod 732 and compresses the restraint release unit 800, and the second rod 732 is moved backward with respect to the first rod 731.

As the second rod 732 moves back a predetermined distance or more with respect to the first rod 731, the restraining member 740 is separated from the parking protrusion 620.

The parking gear unit 600 rotates clockwise as the binding force caused by the engagement between the restraining member 740 and the parking protrusion 620 is released.

The rotational force in the reverse direction generated from the drive unit 200 is transmitted to the piston unit 300, and the piston unit 300 is separated from the brake pad 30 to release the braking force.

Hereinafter, the configuration of the vehicle brake device 1'' according to the third embodiment of the present invention will be described in detail.

Figure 20 is a perspective view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention, Figure 21 is a plan view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention, and Figure 22 is a front view schematically showing the configuration of a vehicle brake device according to a third embodiment of the present invention.

20 to 22, the vehicle brake device 1'' according to the third embodiment of the present invention includes a caliper body 100, a drive unit 200, a piston unit 300, and a transmission gear unit 400. ), planetary gear unit 500, parking gear unit 600, restraint unit 700, restraint release unit 800, and case 900.

In this process, for convenience of explanation, a caliper body 100, a drive unit 200, a piston unit 300, and a transmission gear unit, which are components that overlap with the vehicle brake device 1 according to the first embodiment of the present invention, are used. Description of (400), planetary gear unit (500), and case (900) will be omitted. For these configurations, the description of the configuration of the vehicle brake device 1 according to the first embodiment of the present invention described above can be applied as is.

Figure 23 is an exploded perspective view schematically showing the configuration of the parking gear unit, restraint unit, and restraint release unit according to the third embodiment of the present invention.

20 to 23, the parking gear unit 600 according to this embodiment includes a parking gear body 610, a parking protrusion 620, and a first tooth portion 630.

The parking gear body 610 is connected to the first output shaft 201 of the drive unit 200 and rotates. The parking gear body 610 according to this embodiment is arranged coaxially with the first transmission gear 410, and its inner peripheral surface is spaced apart from the outer peripheral surface of the first output shaft 201 by a predetermined distance. The parking gear body 610 is connected to the first output shaft 201 by a restraint release unit 800, which will be described later. When the first output shaft 201 rotates, the parking gear body 610 may rotate with the first output shaft 201 about the central axis at the same angular speed as the first transmission gear 410. Accordingly, the parking gear body 610 reduces the size of the load applied to the restraint unit 700, which will be described later, compared to the case where the parking gear body 610 is connected to the second transmission gear 420 or the planetary gear unit 500 whose rotational force is multiplied by the gear ratio. can be reduced. The parking gear body 610 is installed to be able to slide along the longitudinal direction of the first output shaft 201.

The parking protrusion 620 protrudes from the parking gear body 610 so as to interfere with the restraining member 740 of the restraining unit 700. The parking protrusion 620 according to this embodiment may be formed to have the shape of a protrusion protruding from the outer peripheral surface of the parking gear body 610 in the radial direction of the parking gear body 610. The parking protrusions 620 are provided in plural numbers and are arranged to be spaced apart at predetermined intervals along the circumferential direction of the parking gear body 610. The specific shape and number of the parking protrusions 620 are not limited to those shown in FIG. 23, and various design changes are possible depending on the shape and number that can be engaged with the restraining member 740.

The first tooth portion 630 protrudes downward from the lower surface of the parking gear body 610 along the axial direction of the parking gear body 610. The first tooth portion 630 is provided in plural numbers and is arranged to be spaced apart at a predetermined distance along the circumferential direction of the parking gear body 610. The first tooth portion 630 is formed to become narrower toward the end, and both sides are inclined at a predetermined angle with respect to the longitudinal direction of the first output shaft 201. That is, as shown in FIG. 22, the first tooth portion 630 may be formed to have an approximately trapezoidal cross-section.

The restraining unit 700 according to this embodiment includes a parking driving unit 710, a screw member 720, a restraining rod 730, a restraining member 740, and a stopper 750.

The parking drive unit 710 is coupled and supported to the caliper body 100, more specifically the assembly part 140, and receives power from the outside to generate rotational force. The parking drive unit 710 according to this embodiment may be exemplified as an electric motor that is electrically connected to a vehicle battery, etc., receives power, and generates rotational force through electromagnetic interaction between the stator and the rotor. Whether or not the parking drive unit 710 generates rotational force can be adjusted by the vehicle's electronic control unit or the user's button operation before and after parking braking. The parking drive unit 710 is bolted to the assembly body 150 and the installation position is fixed.

A second output shaft 711, which rotates about the central axis by the rotational force generated from the parking drive unit 710, is protruding from the front of the parking drive unit 710. The second output shaft 711 is arranged in a longitudinal direction perpendicular to the longitudinal direction of the first output shaft 201.

The screw member 720, the restraining rod 730, the restraining member 740, and the stopper 750 according to the present embodiment are the screw member 720, the restraining rod 730, and the restraining member according to the first embodiment of the present invention. Since it is configured the same as the member 740 and the stopper 750, description thereof will be omitted.

The restraint release unit 800 separates the parking gear unit 600 and the restraint unit 700 as a rotational force is generated in the reverse direction from the drive unit 200 while the parking gear unit 600 and the restraint unit 700 are fastened. Separate. More specifically, when the restraint rod 730 cannot move smoothly forward and backward when the parking brake is released due to a failure of the parking drive unit 710, etc., the restraint release unit 800 moves in the reverse direction generated from the drive unit 200. It functions as a configuration that forcibly separates the parking protrusion 620 and the restraining member 740 using the rotational force of. Accordingly, the restraint release unit 800 maintains the restraint state of the parking gear unit 600 when a failure of the parking drive unit 710 occurs, thereby solving the problem of not being able to drive the vehicle without removal and replacement. .

The restraint release unit 800 according to this embodiment includes a restraint limiting body 810, a second toothed portion 820, and a pressing unit 830.

The restraint limit body 810 is connected to the first output shaft 201 and rotates, and supports the parking gear body 610 so that it can slide in a direction parallel to the longitudinal direction of the first output shaft 201. The restraining body 810 according to this embodiment may be formed to have a hollow cylindrical shape with openings on both sides. The restraint limiting body 810 is disposed between the parking gear body 610 and the first output shaft 201, and its inner peripheral surface is fixed integrally with the outer peripheral surface of the first output shaft 201. The outer circumferential surface of the restraining body 810 is in contact with the inner circumferential surface of the parking gear body 610 to support the parking gear body 610 so that it can slide in a direction parallel to the longitudinal direction of the first output shaft 201. The diameter of the lower end of the constraint limiting body 810 is formed to have the shape of a disk larger than the remaining diameter of the constraint limiting body 810. The lower end of the constraint limiting body 810 is disposed to face the first tooth portion 630 horizontally.

The second tooth portion 820 protrudes upward from the upper surface of the lower end of the restraint limiting body 810 along the axial direction of the restraint limiting body 810. The width of the second tooth portion 820 becomes narrower toward the end, and both sides are inclined at a predetermined angle with respect to the longitudinal direction of the first output shaft 201. That is, as shown in FIG. 22, the second tooth portion 820 may be formed to have an approximately trapezoidal cross-section. The second toothed portion 820 is engaged and coupled with the first toothed portion 630 and transmits the rotational force of the first output shaft 201 to the parking gear body 610.

As the driving unit 200 generates rotational force in the reverse direction while the parking protrusion 620 is in contact with the restraining member 740, the second tooth portion 820 is misaligned with the first tooth portion 630 and is engaged in the parking gear. The body 610 is slid upward, and the parking protrusion 620 and the restraining member 740 are separated from each other in a direction parallel to the axial direction of the first output shaft 201. In this case, the first tooth portion 630 and the second tooth portion 820 can be more smoothly shifted due to the trapezoidal cross-sectional shape during relative rotation of the parking gear body 610 and the restraint limiting body 810.

The pressing unit 830 presses the parking gear body 610 toward the restraining body 810. The pressing unit 830 according to this embodiment includes a spring and an elastic body that are capable of stretching and contracting in the longitudinal direction by elastic deformation. It can be exemplified by, etc. The pressurizing unit 830 is supported at both ends in contact with the upper surface of the parking gear body 610 and the lower surface of the pressurizing sheet 840 fixed to the first output shaft 201 and spaced apart from the parking gear body 610. During normal operation of the parking drive unit 710, the pressing unit 830 presses the parking gear body 610 downward using its own elastic force to engage the first toothed portion 630 and the second toothed portion 820. keep it in condition.

Hereinafter, the operation process of the vehicle brake device 1'' according to the third embodiment of the present invention will be described in detail.

24 to 26 are operational diagrams schematically showing the operation process of the vehicle brake device according to the third embodiment of the present invention.

Referring to FIG. 24, when it is desired to apply braking force to a vehicle, the drive unit 200 generates rotational force in the forward direction, and the first output shaft 201 rotates counterclockwise (based on FIG. 24).

The rotational force in the forward direction generated from the drive unit 200 is sequentially transmitted to the piston unit 300 through the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500.

The piston unit 300 moves forward toward the brake pad 30, and applies braking force to the vehicle by bringing the brake pad 30 into close contact with the brake disc.

Referring to FIG. 25, when parking braking of a vehicle is required, the parking drive unit 710 generates rotational force while the piston unit 300 presses the brake pad 30.

The rotational force generated from the parking drive unit 710 is sequentially transmitted to the restraining rod 730 through the second output shaft 711 and the screw member 720, and the restraining rod 730 is directed toward the parking gear unit 600. moves forward.

When the restraining rod 730 moves forward over a predetermined distance, the restraining member 740 is engaged with the parking protrusion 620 to limit the rotation of the parking gear unit 600.

As the rotation of the parking gear unit 600 is restricted, the rotation of the first output shaft 201, the transmission gear unit 400, and the planetary gear unit 500, which are integrally connected to the parking gear unit 600, is also restricted.

In this case, as the first toothed portion 630 and the second toothed portion 820 are maintained in an engaged state by the pressing force of the pressing unit 830, the relative position between the parking gear body 610 and the first output shaft 201 Rotation can be prevented.

The restraining force resulting from the engaging combination of the restraining member 740 and the parking protrusion 620 cancels out the rotational force transmitted to the parking gear unit 600 due to the reaction force of the piston unit 300 and the brake pad 30.

Accordingly, even if the operation of the drive unit 200 is stopped due to the engine being turned off, etc., loss of braking force due to the reaction force of the piston unit 300 and the brake pad 30 can be prevented.

Referring to FIG. 26, when the parking brake state is not released due to a failure of the parking drive unit 710, the drive unit 200 generates rotational force in the reverse direction.

The rotational force in the reverse direction generated from the drive unit 200 generates a rotational force that acts clockwise (based on FIG. 12) on the restraint limiting body 810.

Due to the engaging combination of the restraining member 740 and the parking protrusion 620, the parking gear unit 600 is restricted and a torsional force is generated between the first tooth portion 630 and the second tooth portion 820. .

This torsional force causes relative rotation of the parking gear body 610 and the restraint body 810, and the first tooth portion 630 and the second tooth portion 820 are separated from each other and misaligned from the engaged state.

In this case, the first tooth portion 630 and the second tooth portion 820 can be more smoothly shifted due to the trapezoidal cross-sectional shape during relative rotation of the parking gear body 610 and the restraint limiting body 810.

As the first tooth portion 630 and the second tooth portion 820 are arranged misaligned, the parking gear body 610 moves upward along the longitudinal direction of the first output shaft 201.

As the parking gear body 610 moves upward over a predetermined distance, the parking protrusion 620 is arranged to be offset in the longitudinal direction of the restraining member 740 and the first output shaft 201 and are separated from each other.

The first output shaft 201 rotates clockwise as the restraining force caused by the engagement between the restraining member 740 and the parking protrusion 620 is released.

The rotational force in the reverse direction generated from the drive unit 200 is transmitted to the piston unit 300, and the piston unit 300 is separated from the brake pad 30 to release the braking force.

The present invention has been described with reference to the embodiments shown in the drawings, but these are merely exemplary, and those skilled in the art will recognize that various modifications and other equivalent embodiments are possible therefrom. You will understand. Therefore, the scope of technical protection of the present invention should be determined by the scope of the patent claims below.

1: vehicle brake device 10: torque member
20: Guide pin 30: Brake pad
100: Caliper body 110: Bridge part
120: Finger part 130: Cylinder part
140: assembly part 150: assembly body
160: first assembly part 161: seating groove
162: Insertion hole 163: Fastening hole
164: sealing member 165: fastening member
170: second assembly part 200: driving unit
201: first output shaft 300: piston unit
310: ball screw 320: ball nut
330: rolling element 340: piston
400: transmission gear unit 410: first transmission gear
420: second transmission gear 500: planetary gear unit
510: Ring gear 511: Fixing part
512: reduction unit 513: support unit
514: Through hole 520: Sun gear
521: first sun gear 522: second sun gear
530: planetary gear 540: carrier
541: Connecting shaft 542: Coupling part
600: Parking gear unit 610: Parking gear body
620: Parking projection 630: First tooth portion
700: Restraint unit 710: Parking drive unit
711: Second output shaft 712: Guide bracket
720: Screw member 730: Confinement rod
730a: Wing portion 731: First rod
731a: first guide part 732: second rod
732a: Second guide part 732b: Locking hole
740: Constraint member 750: Stopper
800: Restraint release unit 810: Restraint limit body
820: second toothed portion 830: pressurizing unit
840: Pressurized sheet 900: Case

Claims (16)

A drive unit that generates rotational force in the forward and reverse directions;
a piston unit that moves forward and backward in conjunction with the rotational force generated from the driving unit, and applies braking force by pressing the brake pad as the rotational force is generated in the forward direction from the driving unit;
a transmission gear unit transmitting the rotational force generated from the drive unit to the piston unit;
a parking gear unit that rotates together with the transmission gear unit;
a restraint unit disposed to face the parking gear unit and engaging the parking gear unit during parking braking to limit rotation of the parking gear unit; and
A vehicle brake device comprising: a restraint release unit that separates the parking gear unit and the restraint unit as a rotational force is generated in the reverse direction from the drive unit in a state in which the parking gear unit and the restraint unit are fastened.
According to clause 1,
The parking gear unit,
a parking gear body connected to the first output shaft of the drive unit and rotated; and
A vehicle brake device comprising: a plurality of parking protrusions that protrude in the radial direction of the parking gear body and are spaced apart at predetermined intervals along the circumferential direction of the parking gear body.
According to clause 2,
A brake device for a vehicle, wherein the parking gear body is disposed coaxially with the first output shaft.
According to clause 2,
The restraint unit is,
a parking drive unit disposed to be spaced apart from the parking gear body and generating rotational force;
A screw member that rotates by receiving rotational force from the parking drive unit;
a restraining rod that moves forward and backward in a direction parallel to the radial direction of the parking gear body in conjunction with the rotation of the screw member; and
A restraining member extending from the restraining rod and engaging or disengaged from the parking protrusion according to a moving direction of the restraining rod.
According to clause 4,
The restraint unit further includes a stopper that contacts the restraint rod to limit rotation of the restraint rod.
According to clause 4,
The parking drive unit is installed to be able to slide in a direction parallel to the moving direction of the restraining rod,
The restraint release unit is connected to the parking drive unit and is expandable and contractible in the longitudinal direction to press the parking drive unit toward the parking gear unit.
According to clause 6,
The restraint release unit is compressed in the longitudinal direction as a rotational force is generated in the reverse direction from the drive unit and moves the parking drive unit in a direction away from the parking gear unit.
According to clause 4,
The restraining rod is,
a first rod coupled to the screw member and converting the rotational motion of the screw member into a linear reciprocating motion; and
It includes; a second rod installed to be slidably movable along the longitudinal direction of the first rod;
The restraint release unit is installed between the first rod and the second rod and is flexible in the longitudinal direction to press the second rod toward the parking gear unit.
According to clause 8,
The restraint release unit is compressed in the longitudinal direction as a rotational force is generated in the reverse direction from the drive unit and moves the second rod in a direction away from the parking gear unit.
According to clause 4,
The parking gear unit,
A vehicle brake device further comprising a plurality of first teeth that protrude in the axial direction of the parking gear body and are spaced apart at predetermined intervals along the circumferential direction of the parking gear body.
According to clause 10,
The restraint release unit is,
a restraining body that is connected to the first output shaft and rotates, and supports the parking gear body so that it can slide in a direction parallel to the longitudinal direction of the first output shaft;
a plurality of second tooth portions that protrude in the axial direction of the constraint limiting body and are engaged and coupled with the first tooth portion; and
A pressing unit that pressurizes the parking gear body toward the restraint body.
According to clause 11,
The second tooth portion is misaligned with the first tooth portion as the driving unit generates rotational force in the reverse direction while the parking protrusion is in contact with the restraining member, and separates the parking protrusion and the restraining member. brake device.
According to clause 11,
A brake device for a vehicle, wherein the first tooth portion and the second tooth portion are formed to become narrower toward the ends.
According to clause 11,
A brake device for a vehicle, wherein both sides of the first tooth portion and the second tooth portion are inclined at a predetermined angle with respect to the longitudinal direction of the first output shaft.
According to clause 11,
The pressing unit is installed between the pressing seat coupled to the first output shaft and the parking gear body, and is provided to be flexible in a direction parallel to the longitudinal direction of the first output shaft.
According to any one of claims 1 to 15,
The piston unit is,
A ball screw that rotates in conjunction with the rotation of the transmission gear unit;
a ball nut connected to the ball screw and reciprocating in a straight line according to the rotation direction of the ball screw; and
A brake device for a vehicle comprising: one or more rolling elements provided between the ball screw and the ball nut and in rolling contact with the ball screw and the ball nut.

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